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Automotive scribes the world over enjoy repeating legendary Lotus founder Colin Chapman’s famous mantra: adding lightness. In motorsport, keeping the weight down makes for a nimbler race car designed to slay its heavier opposition and deliver podium results.

The same principle lends itself to road-going cars. Improved handling and efficiency can be immediately achieved by shedding weight. With favorable aerodynamics, a lightweight vehicle simply won’t need as much energy to putt around, from any fuel source.

Chapman would likely be contemptuous of today’s cars, which continue to balloon in size and weight to meet a bevy of safety, emissions, and customer demands. But all is not lost for the enthusiast. We test a lot of vehicles here at Motor Trend and accrue mounds of data, so we’ve compiled a list of the 11 lightest automobiles from the 2011 model year we’ve had so far on our digital scales. And in addition to the usual fuel economy figures and 0-60 mph times, we’ve thrown in braking distances. The vehicle’s curb weight has as significant an effect on stopping distance as tire contact patch and brake swept area.

A Mini on a list of lightweight vehicles? Who’da thunk it? On the other hand, the little-big crossover isn’t what immediately comes to mind when the word “Mini” pops up.

In an effort to tap the lucrative compact CUV market, the Countryman aims to provide everything a Mini aficionado would want, except in a larger, higher-riding package. Our well-equipped, 3255-pound tester was weighed down by the ALL4 all-wheel-drive system but keeps a diminutive 1.6-liter turbo four beneath the short hood. A six-speed manual earns 25 city/31 highway mpg, opt for the six-speed automatic and fuel economy drops to 23 city/30 highway mpg. Compared to other roomier crossovers, fuel consumption isn’t bad at all.

First Test: 2011 MINI Cooper S Countryman ALL4
“Mini has always been known for building cars that are giant-killers on twisty roads. The Countryman may not chase down ZR1s with such ferocity, but it still feels like a Mini. Maybe more appropriately it feels like a Cooper S wearing Rollerblades. The steering feel and eagerness are recognizable from the smaller models, but everything is elevated. Not more or better, but literally elevated — by several inches vertically.”

Chevy‘s C-segment fighter occupies the next slot on the list, and it’s not a bad place to be.

The LTZ we tested with the RS appearance package certainly looks sporty. But it’s the turbo 1.4-liter four-cylinder that draws our attention with its various weight-shedding strategies. The iron block frame is hollow to keep the pounds down and the turbocharger’s turbine housing (the side accepting exhaust pulses) is integrated within the exhaust manifold to create a tighter, more compact package. Anyone who has ever worked on an intercooled turbo engine knows turbocharger assemblies, intercooler cores, and factory plastic pipes only add extra weight. And with 10 standard airbags in play, the Cruze’s showing isn’t too shabby.

Comparison: 2012 Ford Focus Titanium vs 2011 Chevrolet Cruze LTZ RS
“The Cruze shouldn’t be more fun to drive than the Focus, but in many ways it is. Despite its own ‘sport-tuned’ suspension treatment, the Cruze is appreciably softer than the Focus. It also wears all-season tires; has flat, unsupportive seats; a conventional automatic gearbox; and is down a significant amount of horsepower. Still, the Cruze’s willingness to be provoked into mild oversteer makes the car a little more rewarding to push hard.”

Just a single pound lighter than the Cruze, the Corvette Z06 Carbon Limited Edition is ready for the track with hardier components like carbon-ceramic brake rotors and stickier performance tires. A carbon-fiber hood, rockers, and roof means this ‘Vette stayed on the pricier end of the spectrum, but when you can pull an average of 1.07 g on street tires, who’s going to talk about price? With 505 available horsepower and exclusivity on its side, the fuel economy of 15 city/24 highway mpg is a pretty nice bonus.

First Test: 2011 Chevrolet Corvette Z06 Carbon
“Despite its 133-horsepower disadvantage when compared to the ZR1, the Z06 Carbon’s performance isn’t far off that of its big brother, ripping to 60 in 3.7 seconds and burning the quarter mile in 11.6 seconds at 123.6 mph, compared with the ZR1’s 3.3 seconds to 60 and 11.2 seconds at 130.5 mph in the quarter mile.”

We wouldn’t call the Tucson spartan. Lose the leather seats and miscellaneous frivolities and the mid-level GLS still comes with a comprehensive set of equipment. Back during our 2011 Sport/Utility of the Year invitational, Hyundai delivered a 2.4-liter GLS with the six-speed automatic and front-wheel drive. The event also had a loaded Limited model with all-wheel drive, but it weighed almost 200 pounds more. Without the long, heavy driveshaft and extra features, the Tucson GLS manages to make a splash on this list.

Gadzooks, are there really two Jettas here? You’d better believe that just 38 pounds separates the curb weights of the five-cylinder SEL with a six-speed automatic and compression-ignition TDI with the six-speed stick. Styling has gone mainstream (in a good way?) in order to appeal to a wider audience, and the interior isn’t as premium as it used to be. These VWs can call themselves the absolute lightest European cars on the list.

We’re closer to breaching the 3000-pound mark now. Our sixth-lightest 2011 model-year vehicle tested is the 2011 tC, now powered by a 2.5-liter inline-four (up 0.1 liter from the last generation). The hatchback retains the same basic shape but the C-pillar is prominently reshaped for more a dramatic visual effect. The A-pillar is blacked out and sort of makes the roof look like it’s floating, though these changes obviously do little to save weight. But for a vehicle that’s trying to pass itself off as a small, sporty two-door, at least it’s not grossly overweight.

2011 Motor Trend Car of the Year: Contenders and Finalists — Scion tC
“Its new macho styling draws admirers wherever it goes, especially when paired with that pale, primer-like Cement paintjob. Even better, the now 180-horse, 2.5-liter inline-four has this budget-priced coupe nipping at the heels of serious sport compacts. And look at that flat-bottom steering wheel — it’s thick enough to make M3 owners envious.”

Like the Tucson GLS, the lightweight Juke SV that makes the cut is front-wheel drive. As such, the funky-looking Nissan crossover uses a torsion-beam rear suspension; comparatively, the all-wheel-drive Juke (3164 pounds) gets a more complex and heavier multilink rear, along with heavier AWD hardware.

The direct-injected, turbocharged 1.6-liter four-cylinder doesn’t take up much space at the front, either. With the CVT, fuel economy is rated 27 city/32 highway mpg. Just don’t look for as much back seat space as a Tucson.

First Test: 2011 Nissan Juke
“While the design is the most polarizing aspect, we reached agreement on performance. The 2011 Nissan Juke’s turbocharged 1.6-liter inline-four produces an eager 188 horsepower and 177 pound-feet of torque. With the continuously variable automatic buzzing the engine’s top speed incessantly, the front-drive Juke we tested accelerated to 60 mph in 6.8 seconds, and through the quarter mile in 15.2 seconds at 91.9 mph, which is right on par with the Hyundai Genesis Coupe 2.0T, mind you.”

Now more stylish than ever with a generous helping of Fluidic Sculpture, the volume-selling 2011 Elantra GLS tips the scales with less drama than past generations. At 2747 pounds, it’s the fourth-lightest 2011 vehicle we’ve had the pleasure of weighing.

The 1.8-liter inline-four called Nu is 74 pounds lighter than the old Elantra’s 2.0-liter, but 18-percent more fuel-efficient on the highway. A plastic variable-length intake manifold is 30-percent lighter than a comparable aluminum piece. Power output is 148 horsepower and 131 pound-feet of torque.

There’s more. The six-speed automatic transmission and high-strength body steel is lightened, too. Good things do come in small packages.

First Test: 2011 Hyundai Elantra
“The Elantra has grown by 2 inches in length and added an inch to its wheelbase. What’s impressive is that Hyundai was able to do all this and still drop the curb weight by 187 pounds compared to the last Elantra we tested, making the car feel quite nimble on the road. As you might expect, the ride is smooth and comfortable, though the handling is best described as less than sporty.”

First Test: 2011 Ford Fiesta SES
“At our skidpad, the Fiesta matched the Fit Sport for highest lateral g. Around our figure eight, the dual-clutch equipped hatchback clocked a time of 28.0 sec @ 0.55 g (avg) — easily the best performance in its class — bettering the Hyundai Accent and Toyota Yaris by 1.5 seconds or more. Get hard on the 10.2-inch vented front discs and 7.9-inch rear drums, and it bests all in its competitive set by a considerable margin.”

The second two-seater on this list is the only hybrid as well. A small, 84-cell nickel-metal hydride battery and 2.4-inch-thin electric motor are partially credited for the CR-Z’s green credentials, though the re-imagined CRX has taken heat for its less-than-outstanding fuel economy. Still, there are worse options than 31 city/37 highway mpg (35 city/39 highway mpg with the CVT).

Equipped with the six-speed manual, the CR-Z confidently takes the list’s silver medal, trumping the Fiesta by 8 pounds. With a 95.9-inch wheelbase and no back seats, you’ll have to leave the kids behind for this drive.

Round One: 2011 Honda CR-Z vs. 2010 Volkswagen Golf TDI
“Speaking of truncation, the CR-Z is essentially a two-seat, shortened and widened Insight, and a damn-sight better-looking one at that. The windshield’s flatter, the profile’s a doorstop, and the tail is arrogantly hippy and fascinatingly detailed. Cloaked beneath the front fenders are aluminum lower A-arms replacing the Insight’s stamped steel. And at center stage in our car’s interior was a light-effort six-speed manual gearshift. A hybrid first.”

Unless we have a 2011 smart fortwo or an Ariel Atom on the testing schedule, the Mazda2 is our current reigning featherweight. With just 2269 pounds beneath its belt, our Spirited Green long-termer sheds nearly 300 pounds from the CR-Z’s curb weight. How? Simplicity.

Sharing only its most basic platform with the Fiesta, the Mazda2 has a 1.5-liter engine, 15-inch alloy wheels, a five-speed manual, and a very utilitarian yet appeasing interior. If Chapman were to enjoy modern Mazda hatchbacks, we think he’d be pleased with the Mazda2. Plus, it’s already painted green.

Arrival: 2011 Mazda2 Touring
“Though it may share a platform with the aforementioned Ford, the lighter 2 is sprightlier. Staffers quickly commended the munchkin Mazda for its weighty electronically assisted steering, unexpected cornering athleticism, and slick five-speed manual gearbox. At 2269 pounds, the 2 effectively applies all 100 horses and 98 pound-feet of torque to its front wheels, taking a respectable 8.5 seconds to hit 60 mph and 16.5 seconds to complete the quarter mile at 83.7 mph.”